Transmission-gear.



No. 763,477. PATBNTED JUNE 28, 1904.

, F. G. ems.

TRANSMISSION GEAR:

APPLmA'rIoN FILED m10. 1a. 1902.

ttorneys.

BNQ.v 763,477. PATBNTED JUNE 28, 19.04.

' F. G. GIES.

TRANSMISSION GEAR.

v Arruoulon FILED nro. 1s. 1902. v xo nonni.. i v sums-'snm z.

wTwEssglg 7 fm1/MMR" Nana/177.

I AUNITED STA-Tias Patented June 28, 1904. 7"

PATENT OFFICE.

FRANK G. GIES, DETROIT, MICHIGAN.

TRANSMISSION-GEAR.

" SPECIFICATION forming part of Letters Patent No. 763,477, dated June' 2e,` 19104.'.l Application filed December 18, 1902. Serial No. 135.694. (No model.)

To all whom tm/wy concern/.2

Be it known that I, FRANK G. Gres, a citizen of the United States of America,residing at Detroit, in the county of Wayne and State of Michigan, have invented certain new andl useful Improvements vin Transmission-Gear, of which the following is a specification, reference being had therein to theaccompanying drawings. 1

My invention relates `to improvements-in transmission-gearing, and its object yis to provide a gearing for transmitting-a varying motion to a driven member from a shaft driven at a uniform rate of speed, which gearingA is so arranged as to be simple in construction and not liable to get`out of order and thegears of which-'are all within a small space and inclosed within a casing, where they are run in oil. Y

It is also an object of this .invention to provide means for tightening the friction-band,

which' will operate quickly, positively, and

with great force, and to provide the device .with certain other new and useful features,

all as hereinafter more fully described, referencebeing had to the accompanying drawings,

inwhich--V4 f Figure 1 is an axial longitudinal section of a device embodying Inyinvention; Fig; 2, a-

-section on the line of Fig.- 1; Fig. 3', an end elevation, and Fig. 4 a detail, showing in perspective the inechanism for operating the high-speed clutch-bands.

As shown in the drawings, 1 is the driving or engine shaft, upon which are keyed two gears, 2 and 3, at a distance apart, and sleeved `naled on the hubs of the gears 4 and 5, be-

tween said gears and the sprocket-wheel, are the portions 11, forming the otherside wall and the rim of each of said casings, said parts 8 and 11 being securedtogether by the screws y or bolts 12.

Secured within'suitable bearings the'sideV walls of the casing 9- are the three stub-shafts j ing in' mesh with the gear 5; but the gears 18 do not engage the gear 3 in the'engine-shaft, but are in mesh with the intermediate gears 19, journaled on the stub-shafts 20,' on the wall 8 of -said casing, said gears 19 being in mesh vwith the gear v3.

Clutch or friction bands 21 and'22 encircle the casings 9 and 10, respectively; and engage the peripheries of said casings to hold them from turning, and projecting outward from the side wall 8'of the casing 9 isa iiange 23, adapted to'be engaged by a two-part friction or clutch band 24, the adjacent ends of each part being connected by the links 25,A which are pivoted thereto at their ends and are each provided intermediate its ends lwith a laterallyprojecting rock-shaft 26, which ,rock-shafts extend outward through bearings in the ends i a support and pivot for each link.

charms-'27, keyed to the shaft, and each form l To turnf,"` the links to draw the ends of the band toward' each other and clamp the flange, curved rock-f arms 28. are secured -to the outer ends of thej` i rock-shafts 26, and on the engine-shaft isf," sleeved a sliding cone or wedge-block 29, having an inclined face 30', which when said cone is moved longitudinally on the shaftengages the inner ends of the rock-'arms 28 and forces them away from the shaft. thus turning the rock-shafts and links. The inner endsgof the said rock-arms are each provided with a contact-pin 31, extending through a screw-threaded opening in said arm, and has a rounded end to engage the cone and is provided with a lock- IOO direction as that of the shaft and at the same speed is imparted to the sprocket, the bands 21 and 22 being out of contact with the easin'gs when the band 24 is tightened by the moving of the cone 29 to cause the casing 9 to turn with the engine-shaft, the gears 14 and 15 thus being held from turning by the engagement of' the gear 14 with the gear 2, and the gear 4, carrying the sprocket-wheel, is locked by its engagement with the gear 15, thus locking the sprocket to the shaft to give full speed ahead.

When a slow speed ahead is desired, the bands 22 and 24 being released, the band 21 is set up on the easing 9 to firmly hold said casing from turning, said band being attached to any suitable fixed support, (not shown,) and the gears 14 and 15 are then driven by the gear 2 on the engine-shaft, and in turn the gear 15 drives the gear 4, to which the sprocketwheel is secured, in the same direction in which the shaft is driven, but at about one-haltl the speed, the gears being proportioned to reduce the speed approximately that amount; but 4they may be proportioned to transmit any desired rate of speed to the sprocket.

A slow reverse motion is obtained by releasing the bands 21 and 24 and bringing the band 22 firmly into contact with the easing 10 to hold said casing from turning, the band 22 being secured to a suitable fixed support (not shown) the same as band 21. When said casing is held from turning, the gears 17 and 18 are driven by the gear 3 on the engine-shaft through the medium of the intermediate gears 19, and thus the gears 17 drive the gear 5, to which the sprocket-wheel is secured, in a direction opposite to that in which the engineshaft is driven and at a much lower rate ot' speed, said gears being proportioned to reduce the velocity of motion.

When all three of the friction-bands are released, the gears 2 and 3 still actuate the gears 14 and 18; but the casings upon which they are supported being free to rotate are carried laround by the engagement of the gears 15 and 17 with the gears 4 and 5 instead of actuating said gears and sprocket. In this construction the parts formed with bearings f'or the gears also form casings, within which the gears are inclosed, said gears being so compactly arranged that but small casings are required, which may be illed with oil or other lubricant, all of the bearings for the casings and gears which are loose on the shaft being babt bitted to prevent leakage or wear.

By connecting the ends of the band 24 in the manner described the band is drawn tightly above the flange 23 with but a slight movement of the rock-arms, as both links draw equally upon both ends ot' the band and but little force is required to move the cone on the shaft to operate the rock-arms owing to the shortness of the links and the leverage oli said rock-arms.

Having thus fully described my invention, what I claim is- 1. In a transmission-gearing, the combination, with the driving-shaft, of two gears secured thereon at a distance apart, two gears loose on the shaft between the fixed gears, a sprocket-wheel secured to the loose gears, a rotatable casing at each side of the sprocket and inclosing said gears, gears of different diameters carried by said casings, the gears in one casing being in mesh with both the fixed and loose gears on the shaft in that casing and the gears in the other casing being out ot' mesh with the fixed gear on the shaft and in mesh with the loose gear, intermediate gears carried by the last-named casing to transmit motion from'the fixed gear on the shaft to the gears carried by the casing, friction-bands to engage the said casings and prevent the same from turning, and means for connecting one of said casings to the shaft to turn therewith.

2. In a transmission-gearing, the combination, with the driving-shaft, of gears keyed on the shaft at a distance apart, gears loose on the shaft between the gears keyed on the shaft, a sprocket-wheel secured to the loose gears, a casing loosely mounted on the hubs of and inclosing said gears one at each side of the sprocket-wheel, stub-shafts mounted in bearings in said casings, gears mounted on said stub-shafts and in mesh with the loose gears on the driving-shaft, gears of a greater diameter mounted on said stub-shafts and secured to the smaller gears thereon to turn therewith, intermediate gears interposed between the large gears on the stub-shafts in one of the casings and the fast gear on the driving-shaft, friction-bands adapted to engage the peripheries of said casings and hold the same from turning, and means for connecting one of' said casings to the shaft to turn therewith.

In testimony whereof I affix my signature in presence ot' two witnesses.

FRANK Gr. GIES.

Witnesses:

O'r'ro F. BARTHEL, LEWIS E. FLANDERS.

IOO 

